EP3002186B1

EP3002186B1 - Vehicle

Info

Publication number: EP3002186B1
Application number: EP14819506.8A
Authority: EP
Inventors: Kaoru Sasaki; Mitsuaki Ohta; Kazuhisa Takano
Original assignee: Yamaha Motor Co Ltd
Current assignee: Yamaha Motor Co Ltd
Priority date: 2013-07-01
Filing date: 2014-06-30
Publication date: 2019-01-30
Anticipated expiration: 2034-06-30
Also published as: CN105408193B; JPWO2015002169A1; CN105408193A; EP3002186A4; US10131394B2; TWI558602B; ES2721636T3; AP2015008941A0; US20160137247A1; BR112015032754A2; MX2015017478A; TW201512016A; WO2015002169A1; EP3002186A1

Description

Technical Field

The present invention relates to a vehicle which comprises a leanable body frame and two front wheels which are arranged side by side in a left-right direction of the body frame.

Background of the Invention

It is known a vehicle comprising a body frame which leans in a left-right direction of the vehicle when the vehicle turns to the left or the right and two front wheels which are arranged side by side in a left-right direction of the body frame (refer to United States Design Patent D547, 242S, for example). This type of vehicle is a vehicle which can turn with its body frame leaning from a vertical direction. More specifically, the body frame leans to the right of the vehicle when the vehicle turns to the right, while when the vehicle turns to the left, the body frame leans to the left of the vehicle. In this type of vehicle, a distance between the two front wheels which are arranged side by side in the left-right direction of the body frame is very short, compared with a general four-wheeled vehicle, so as to ensure a large leaning quantity of the body frame. Consequently, this type of vehicle is compact in size in relation to the left-right direction of the body frame.
A vehicle according to the preamble of independent claim 1 is disclosed in WO 2012/007819 A1 .

Summary of the Invention

Problem that the Invention is to Solve

As a result of the riding tests of this type of vehicle carried out at the time of rain or through pools of water, a phenomenon was confirmed that the leg portions of the rider sitting on the seat is splashed with water scattered by the front wheels.
Consequently, an object of the invention is to reduce the size of a vehicle comprising a leanable body frame and two front wheels arranged side by side in a left-right direction of the body frame, while restricting the occurrence of the phenomenon that the leg portions of a rider sitting on a seat are splashed with water scattered by the two front wheels.

How to Solve the Problem

In order to achieve the above object, one aspect that the invention may take is a vehicle according to independent claim 1. Preferred embodiments are set out in the dependent claims
The inventors studied in detail the mechanism of occurrence of the phenomenon in which the leg portions of the rider sitting on the seat of the vehicle are splashed with water scattered by the two front wheels. As a result, the following phenomenon was confirmed.
Water scattered by the left front wheel while the vehicle is running adheres to an inner face of the left front fender. The water that adheres so falls from a lower edge of the inner face of the left front fender to the left of the left front wheel in the form of water drops. The drops of water that have fallen are accelerated rearward by the air that flows rearward along the left of the left front wheel at high speeds to splash the leg portion or the like of the rider sitting on the seat provided behind the left front wheel.
Water scattered by the right front wheel while the vehicle is running adheres to an inner face of the right front fender. The water that adheres so falls from a lower edge of the inner face of the right front fender to the right of the right front wheel in the form of water drops. The drops of water that have fallen are accelerated rearward by the air that flows rearward along the right of the right front wheel at high speeds to splash the leg portion or the like of the rider sitting on the seat provided behind the right front wheel.
Namely, the phenomenon described above is attributed to the generation of the airflows that pass the left of the left front wheel and the right of the right front wheel and flow in the front-rear direction of the body frame at high speeds, in the vehicle comprising the leanable body frame and the two front wheels arranged side by side in the left-right direction of the body frame. In other words, the phenomenon described above is the specific phenomenon to a vehicle that includes a leanable body frame and two front wheels arranged side by side in the left-right direction of the body frame.
Then, the inventors studied a configuration that can restrict the amount of water that flows rearward of such a vehicle while reducing the size thereof. Specifically, speeds were analyzed at which air flows on the periphery of a vehicle while it is running. As a result, it was found out that spaces where speeds at which air flows are slow are formed in positions near the left side face of the left front wheel and the right side face of the right front wheel. Then, it was reached a construction that controls water that drops from the inner faces of the front fenders by devising the shapes of the left and right front fenders based on the knowledge obtained by the analysis described above.
Specifically, in the vehicle that includes the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame, the left front fender and the right front fender are provided so as to be arranged side by side in the left-right direction of the body frame. The left front fender has: the left upper wall portion that defines the left upper inner face that faces at least the part of the upper face of the left front wheel; the left side wall portion that extends downward from the left upper inner face in the up-down direction of the body frame to define the left side inner face that faces the part of the left side face of the left front wheel; and the left guide portion that defines the left guide face that extends from the left side inner face to the right of the body frame in the left-right direction thereof towards the left side face of the left front wheel. The right front fender has: the right upper wall portion that defines the right upper inner face that faces at least the part of the upper face of the right front wheel; the right side wall portion that extends downward from the right upper inner face in the up-down direction of the body frame to define the right side inner face that faces the part of the right side face of the right front wheel; and the right guide portion that defines the right guide face that extends from the right side inner face to the left of the body frame in the left-right direction thereof towards the right side face of the right front wheel.
By adopting the configuration described above, when the vehicle is running, airflows directed rearward are generated on the left of the left side wall portion of the left front fender and on the right of the right side wall portion of the right front fender. On the other hand, spaces where air flows at slow speeds are defined between the left side wall portion of the left front fender and the left side face of the left front wheel as well as between the right side wall portion of the right front fender and the right side face of the right front wheel.
The left upper inner face of the left upper wall portion of the left front fender faces at least the part of the upper face of the left front wheel and receives water scattered upward by the left front wheel. The left side inner face of the left side wall portion extends downward from the left upper inner face to face the part of the left side face of the left front wheel not only to transfer downward the water received by the left upper inner face but also to receive water scattered leftward by the left front wheel. The left guide face of the left guide portion extends from the left side inner face rightward towards the left side face of the left front wheel so that the water coming along the left side inner face is guided to a position that lies closer to the left side face of the left front wheel than the left side wall portion of the left front fender, that is, to a position where air flows at slower speeds. In the spaces where air flows at slow speeds, since the water that drops from the left guide portion tends to fall towards the road face, it is possible to restrict water scattered by the left front wheel from being scattered rearward.
The right upper inner face of the right upper wall portion of the right front fender faces at least the part of the upper face of the right front wheel and receives water scattered upward by the right front wheel. The right side inner face of the right side wall portion extends downward from the right upper inner face to face the part of the right side face of the right front wheel not only to transfer downward the water received by the right upper inner face but also to receive water scattered rightward by the right front wheel. The right guide face of the right guide portion extends from the right side inner face leftward towards the right side face of the right front wheel so that the water coming along the right side inner face is guided to a position that lies closer to the right side face of the right front wheel than the right side wall portion of the right front fender, that is, to a position where air flows at slower speeds. In the spaces where air flows at slow speeds, since the water that drops from the right guide portion tends to fall towards the road face, it is possible to restrict water scattered by the right front wheel from being scattered rearward.
In addition, the left guide portion of the left front fender has the left guide face that extends from the left side inner face rightward in the left-right direction towards the left side face of the left front wheel. The right guide portion of the right front fender has the right guide face that extends from the right side inner face leftward in the left-right direction of the body frame towards the right side face of the right front wheel. Since the left guide portion and the right guide portion are provided by making use of the spaces defined between the left front fender and the left front wheel as well as between the right front fender and the right front wheel, respectively, the vehicle can be made smaller in size.
Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame small in size.
The vehicle may be configured such that:

at least a part of the left guide portion is provided in a lower portion of the left side wall portion; and
at least a part of the right guide portion is provided in a lower portion of the right side wall portion.

According to the configuration described above, it is possible to allow water to drop from the left guide portion and the right guide portion at lower positions. This makes it difficult for water that has dropped to splash the leg portions of the rider even though the water is scattered rearward. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame small in size.
The vehicle may be configured such that:
each of the left guide portion and the right guide portion has a portion extending in the front-rear direction.
According to the configuration described above, the left guide portion can allow the water that flows along the left side wall portion to drop to the position lying near the left side face of the left front wheel over a wider range. In addition, the right guide portion can allow the water that flows along the right side wall portion to drop to the position lying near the right side face of the right front wheel over a wider range. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame small in size.
For example, the vehicle may be configured such that:

the left guide portion is extending at least one of forward and rearward in the front-rear direction than a wheel axle of the left front wheel; and
the right guide portion is extending at least one of forward and rearward in the front-rear direction than a wheel axle of the right front wheel.

Additionally or alternatively, the vehicle may be configured such that each of the left guide portion and the right guide portion is a wall extending continuously. In a case where a plurality of walls are arranged at such intervals that do not permit the passage of water therethrough, such walls may be regarded as the "wall that extends continuously".
The vehicle may be configured such that:

at least a part of a rear portion of the left upper wall portion and at least a part of a rear portion of the left side wall portion are disposed below the left guide portion in the up-down direction of the body frame; and
at least a part of a rear portion of the right upper wall portion and at least a part of a rear portion of the right side wall portion are disposed below the right guide portion in the up-down direction of the body frame.

According to the configuration described above, the water that drops from the left guide portion to be scattered rearward can be received by the rear portion of the left upper wall portion and the rear portion of the left side wall portion. In addition, the water that drops from the right guide portion to be scattered rearward can be received by the rear portion of the right upper wall portion and the rear portion of the right side wall portion. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame small in size.
The vehicle is configured such that each of the left front fender and the right front fender has an asymmetrical shape as seen from the front in the front-rear direction of the body frame under a condition that the body frame is in an upright state and that the left front wheel and the right front wheel are not turned by the steering device.
Water that is scattered by the left front wheel is restricted from being scattered rearward by the left side wall portion and the left guide portion that are provided on the left of the left side face of the left front wheel. Since the necessity of providing a similar construction on the right of the right side face of the left front wheel is low, the degree of freedom in designing the shape of the left front fender at that location to be smaller in size can be enhanced. Similarly, water that is scattered by the right front wheel is restricted from being scattered rearward by the right side wall portion and the right guide portion that are provided on the right of the right side face of the right front wheel. Since the necessity of providing a similar construction on the left of the left side face of the right front wheel is low, the degree of freedom in designing the shape of the right front fender at that location to be smaller in size can be enhanced. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame smaller in size.
The vehicle may comprise a link mechanism disposed above the left front wheel and the right front wheel in the up-down direction, and configured to lean the body frame to the left or right of the vehicle by changing positions of the left front wheel and the right front wheel relative to the body frame. In this case, the vehicle may be configured such that: the link mechanism comprises:

an upper cross member;
a lower cross member disposed below the upper cross member in the up-down direction of the body frame;
a left side member disposed above the left front wheel in the up-down direction of the body frame; and
a right side member disposed above the right front wheel in the up-down direction of the body frame; and

With the above configuration, when compared with a so-called double wishbone link mechanism, it is easy to gather components making up the link mechanism within the body cover. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels while making the vehicle comprising the leanable body frame and the two front wheels that are arranged side by side in the left-right direction of the body frame smaller in size.

Brief Description of the Drawings

Fig. 1 is a side view of the whole a vehicle according to one embodiment, viewed from the left thereof.
Fig. 2 is a front view showing a front portion of the vehicle of Fig. 1.
Fig. 3 is a plan view showing the front portion of the vehicle of Fig. 1.
Fig. 4 is a plan view showing the front portion of the vehicle shown in Fig. 1 when the vehicle is steered.
Fig. 5 is a front view showing the front portion of the vehicle shown in Fig. 1 when the vehicle is caused to lean.
Fig. 6 is a front view showing the front portion of the vehicle shown in Fig. 1 when the vehicle is caused to lean and is steered.
Fig. 7 is a front view schematically showing positional relationships of a left front fender and a right front fender relative to a front cover, which are comprised by the vehicle of Fig. 1.
Fig. 8 is a plan view schematically showing the positional relationship of the left front fender and the right front fender relative to the front cover.
Fig. 9 is a front view showing an appearance of the left front fender.
Fig. 10 is a left side view showing the appearance of the left front fender.
Fig. 11 is a front view showing a cross section of the left front fender taken along the line XI-XI in Fig. 10.
Fig. 12 is a right side view showing a cross section of the left front fender taken along the line XII-XII in Fig. 9.
Fig. 13 is a view showing speeds of air which flows on the circumference of the vehicle of Fig. 1 when the vehicle is running.

Embodiments of the Invention

Referring to the accompanying drawings, an example of the embodiment will be described in detail below.
In the accompanying drawings, an arrow F denotes a front or forward direction of a vehicle. An arrow B denotes a back/rear or backward/rearward direction of the vehicle. An arrow U denotes an up or upward direction of the vehicle. An arrow D denotes a down or downward direction of the vehicle. An arrow R denotes a right or rightward direction of the vehicle. An arrow L denotes a left or leftward direction of the vehicle.
A vehicle turns with a body frame leaning in a left-right direction of the vehicle relative to a vertical direction. Accordingly, in addition to the directions based on the vehicle, directions based on the body frame will be defined. In the accompanying drawings, an arrow FF denotes a front or forward direction of the body frame. An arrow FB denotes a back/rear or backward/rearward of the body frame. An arrow FU denotes an up or upward direction of the body frame. An arrow FD denotes a down or downward direction of the body frame. An arrow FR denotes a right or rightward direction of the body frame. An arrow FL denotes a left or leftward direction of the body frame.
In this description, a "front-rear direction of the body frame," a "left-right direction of the body frame" and an "up-down direction of the body frame" means a front-rear direction, a left-right direction and an up-down direction based on the body frame as viewed from a rider who rides the vehicle. "A side of or sideways of the body frame" means directly on the right or left of the body frame.
In this description, an expression reading "something extends in the front-rear direction of the body frame" includes a situation in which something extends while being inclined in relation to the front-rear direction of the body frame and means that something extends with a gradient which is closer to the front-rear direction of the body frame rather than the left-right direction and the up-down direction of the body frame.
In this description, an expression reading "something extends in the left-right direction of the body frame" includes a situation in which something extends while being inclined in relation to the left-right direction of the body frame and means that something extends with a gradient which is closer to the left-right direction of the body frame rather than the front-rear direction of the body frame and the up-down direction of the body frame.
In this description, an expression reading "something extends in the up-down direction of the body frame" includes a situation in which something extends while being inclined in relation to the up-down direction of the body frame and means that something extends with a gradient which is closer to the up-down direction of the body frame rather than the front-rear direction of the body frame and the left-right direction of the body frame.
In this description, an expression reading the "body frame is in the upright state" means that the up-down direction of the body frame coincides with the vertical direction in such a state that the vehicle is not steered. In this state, the directions based on the vehicle and the directions based on the vehicle frame coincide. When the vehicle is turning with the body frame leaning in the left-right direction relative to the vertical direction, the left-right direction of the vehicle does not coincide with the left-right direction of the body frame. Additionally, the up-and-down direction of the vehicle does not coincide with the up-and-down direction of the body frame, too. However, the front-rear direction of the vehicle coincides with the front-rear direction of the body frame.
Referring to Figs. 1 to 12, a vehicle 1 according to an embodiment of the invention will be described. The vehicle 1 is a vehicle which is driven by means of power generated from a power source and which comprises a leanable body frame and two front wheels which are arranged side by side in the left-right direction of the body frame.
Fig. 1 is a left side view wherein the whole of the vehicle 1 is viewed from the left thereof. The vehicle 1 comprises a vehicle main body 2, a pair of left and right front wheels 3, a rear wheel 4, a link mechanism 5 and a steering device 7.
The vehicle main body 2 comprises a body frame 21, a body cover 22, a seat 24 and a power unit 25. In Fig. 1, the body frame 21 is in an upright state. The following description which refers to Fig. 1 will be made on the premise that the body frame 21 is in the upright state.
The body frame 21 comprises a head pipe 211, a down frame 212, and a rear frame 213. In Fig. 1, portions of the body frame 21 which are hidden by the body cover 22 are shown by dashed lines. The body frame 21 supports the seat 24 and the power unit 25. The power unit 25 supports the rear wheel 4. The power unit 25 comprises a power source such as an engine, an electric motor, a battery or the like and a device such as a transmission. The power source produces a force by which the vehicle 1 is driven.
The head pipe 211 is disposed at a front portion of the vehicle 1. When the body frame 21 is viewed from the left thereof, an upper portion of the head pipe 211 is disposed behind a lower portion of the head pipe 211.
The down frame 212 is connected to the head pipe 211. The down frame 212 is disposed directly behind the head pipe 211. The down frame 212 extends in the up-down direction of the body frame 21.
The rear frame 213 is disposed directly behind the down frame 212. The rear frame 213 extends in the front-rear direction of the body frame 21. The rear frame 213 supports the seat 24 and the power unit 25.
The body cover 22 comprises a front cover 221, a pair of left and right front fenders 223, a rear fender 224 and an inner fender 225. The body cover 22 is a body part which covers at least partially body parts which are mounted on the vehicle 1 such as the pair of left and right front wheels 3, the body frame 21, the link mechanism 5 and the like.
The front cover 221 is disposed ahead of the seat 24. The front cover 221 covers at least partially the link mechanism 5 and the steering device 7.
At least portions of the pair of left and right front fenders 223 are disposed directly below the front cover 221. At least the portions of the pair of left and right front fenders 223 are disposed directly above the pair of left and right front wheels 3, respectively.
At least portion of the rear fender 224 is disposed directly above the rear wheel 4.
The inner fender 225 is disposed in a position where the leg shield 225 covers at least partially legs of the rider. The inner fender 225 is disposed behind the pair of left and right front wheels 3 and ahead of the seat 24.
At least portions of the pair of left and right front wheels 3 are disposed directly below the head pipe 211. At least portions of the pair of left and right front wheels 3 are disposed directly below the front cover 221.
At least portion of the rear wheel 4 is disposed below the seat 24. At least portion of the rear wheel 4 is disposed directly below the rear fender 224.
Fig. 2 is a front view of the front portion of the vehicle 1 as viewed from the front of the body frame 21. In Fig. 2, the body frame 21 is in the upright state. The following description which refers to Fig. 2 will be made on the premise that the body frame 21 is in the upright state. In Fig. 2, those shown therein are depicted as being seen through the front cover 221 and the pair of left and right front fenders 223 which are shown by dashed lines.
The pair of left and right front wheels 3 include a left front wheel 31 and a right front wheel 32. The left front wheel 31 is disposed on the left of the head pipe 211 which constitutes a part of the body frame 21. The right front wheel 32 is disposed on the right of the head pipe 211. The left front wheel 31 and the right front wheel 32 are disposed so as to be arranged side by side in the left-right direction of the body frame 21.
The steering device 7 comprises a left shock absorbing mechanism 33, a right shock absorbing mechanism 34, a left bracket 317 and a right bracket 327.
The left shock absorbing mechanism 33 comprises a left outer tube 33a. The left outer tube 33a supports the left front wheel 31. The left outer tube 33a extends in the up-down direction of the body frame 21. The left outer tube 33a comprises a left supporting axle 314 at a lower end portion thereof. The left front wheel 31 is supported by the left supporting axle 314.
The left shock absorbing mechanism 33 comprises a left inner tube 33b. The left inner tube 33b extends in the up-down direction of the body frame 21. The left inner tube 33b is disposed directly above the left outer tube 33a in such a state that part of the left inner tube 33b is inserted in the left outer tube 33a. An upper portion of the left inner tube 33b is fixed to the left bracket 317.
The left shock absorbing mechanism 33 is a so-called telescopic shock absorbing mechanism. The left inner tube 33b moves relatively to the left outer tube 33a in a direction in which the left outer tube 33a extends, whereby the left shock absorbing mechanism 33 is allowed to extend and contract in the extending direction of the left outer tube 33a. This enables the left shock absorbing mechanism 33 to absorb a displacement of the left front wheel 31 relative to the left inner tube 33b in the up-down direction of the body frame 21.
The left outer tube 33a and the left inner tube 33b constitute a pair of telescopic elements which are arranged so as to be arranged side by side in the front-rear direction of the body frame 21.
The right shock absorbing mechanism 34 comprises a right outer tube 34a. The right outer tube 34a supports the right front wheel 32. The right outer tube 34a extends in the up-down direction of the body frame 21. The right outer tube 34a comprises a right supporting axle 324 at a lower end portion thereof. The right front wheel 32 is supported by the right supporting axle 324.
The right shock absorbing mechanism 34 comprises a right inner tube 34b. The right inner tube 34b extends in the up-down direction of the body frame 21. The right inner tube 34b is disposed directly above the right outer tube 34a in such a state that part thereof is inserted in the right outer tube 34a. An upper portion of the right inner tube 34b is connected to a right bracket 327.
The right shock absorbing mechanism 34 is a so-called telescopic shock absorbing mechanism. The right inner tube 34b moves relatively to the right outer tube 34a in a direction in which the right outer tube 34a extends, whereby the right shock absorbing mechanism 34 is allowed to extend and contract in the extending direction of the right outer tube 34a. This enables the right shock absorbing mechanism 34 to absorb a displacement of the right front wheel 32 relative to the right inner tube 34b in the up-down direction of the body frame 21.
The right outer tube 34a and the right inner tube 34b constitute a pair of telescopic elements which are arranged so as to be arranged side by side in the front-rear direction of the body frame 21.
The steering device 7 comprises a steering force transmitting mechanism 6. The steering force transmitting mechanism 6 comprises a handlebar 23 and a steering shaft 60. The handlebar 23 is attached to an upper portion of the steering shaft 60. A part of the steering shaft 60 is turnably supported on the head pipe 211. A central turning axis Z of the steering shaft 60 extends in the up-down direction of the body frame 21. As shown in Fig. 1, the upper portion of the steering shaft 60 is disposed behind a lower portion thereof. Consequently, the central turning axis Z of the steering shaft 60 is inclined in the front-rear direction of the body frame 21. The steering shaft 60 turns about the central turning axis Z in response to the rider operating the handlebar 23.
The steering force transmitting mechanism 6 transmits a steering force with which the rider operates the handlebar 23 to the left bracket 317 and the right bracket 327. A specific configuration thereof will be described in detail later.
In the vehicle 1 according to the above embodiment, the link mechanism 5 adopts a four parallel joint link system (also referred to as a parallelogram link).
As shown in Fig. 2, the link mechanism 5 is disposed below the handlebar 23. The link mechanism 5 is disposed above the left front wheel 31 and the right front wheel 32. The link mechanism 5 comprises an upper cross member 51, a lower cross member 52, a left side member 53 and a right side member 54. The link mechanism 5 never turns about the central turning axis Z relative to the body frame 21 irrespective of the turning of the steering shaft 60 turns about the central turning axis Z in association with the operation of the handlebar 23.
The upper cross member 51 comprises a plate member 512. The plate member 512 is disposed directly ahead of the head pipe 211. The plate member 512 extends in the left-right direction of the body frame 21.
An intermediate portion of the upper cross member 51 is supported on the head pipe 211 by a support portion C. The upper cross member 51 can turn relative to the head pipe 211 about an intermediate upper axis which passes through the support portion C and extends in the front-rear direction of the body frame 21.
A left end portion of the upper cross member 51 is supported on the left side member 53 by a support portion D. The upper cross member 51 can turn relative to the left side member 53 about a left upper axis which passes through the support portion D and extends in the front-rear direction of the body frame 21.
A right end portion of the upper cross member 51 is supported on the right side member 54 by a support portion E. The upper cross member 51 can turn relative to the right side member 54 about a right upper axis which passes through the support portion E and extends in the front-rear direction of the body frame 21.
Fig. 3 is a plan view of the front portion of the vehicle 1 as viewed from the above the body frame 21. In Fig. 3, the body frame 21 is in the upright state. The following description which refers to Fig. 3 will be made on the premise that the body frame 21 is in the upright state. In Fig. 3, those shown therein are depicted as being seen through the front cover 221 and the pair of front fenders 223 which are shown by dashed lines.
As shown in Fig. 3, the lower cross member 52 comprises a front plate member 522a and a rear plate member 522b. The front plate member 522a is disposed directly ahead of the head pipe 211. The rear plate member 522b is disposed directly behind the head pipe 211. The front plate member 522a and the rear plate member 522b extend in the left-right direction of the body frame 21. The front plate member 522a and the rear plate member 522b are connected together by the left connecting block 523a and the right connecting block 523b. The left connecting block 523a is disposed on the left of the head pipe 211. The right connecting block 523b is disposed on the right of the head pipe 211.
The lower cross member 52 is disposed below the upper cross member 51. A lengthwise dimension of the lower cross member 52 in relation to the left-right direction of the body frame 21 is exactly or almost the same as a lengthwise dimension of the upper cross member 51 in relation to the left-right direction of the body frame 21. The lower cross member 52 extends parallel to the upper cross member 51.
An intermediate portion of the lower cross member 52 is supported on the head pipe 211 by a support portion F. The lower cross member 52 can turn about an intermediate lower axis which passes through the support portion F and extends in the front-rear direction of the body frame 21.
A left end portion of the lower cross member 52 is supported on the left side member 53 by a support portion G. The lower cross member 52 can turn about a left lower axis which passes through the support portion G and extends in the front-rear direction of the body frame 21.
A right end portion of the lower cross member 52 is supported on the right side member 54 by a support portion H. The lower cross member 52 can turn about a right lower axis which passes through the support portion H and extends in the front-rear direction of the body frame 21.
The intermediate upper axis, the right upper axis, the left upper axis, the intermediate lower axis, the right lower axis and the left lower axis extend parallel to one another. The intermediate upper axis, the right upper axis, the left upper axis, the intermediate lower axis, the right lower axis and the left lower axis are disposed above the left front wheel 31 and the right front wheel 32.
As shown in Figs. 2 and 3, the left side member 53 is disposed directly on the left of the head pipe 211. The left side member 53 is disposed above the left front wheel 31. The left side member 53 extends in a direction in which the head pipe 211 extends. The left side member 53 extends in a direction in which the central turning axis Z of the steering shaft 60 extends. An upper portion of the left side member 53 is disposed behind a lower portion thereof.
The lower portion of the left side member 53 is connected to the left bracket 317. The left bracket 317 can turn about a left center axis X relative to the left side member 53. The left center axis X extends in a direction in which the left side member 53 extends. As shown in Fig. 2, the left center axis X extends parallel to the central turning axis Z of the steering shaft 60 in the up-down direction of the body frame 21. As shown in Fig. 3, the left center axis X extends parallel to the central turning axis Z of the steering shaft 60 in the front-rear direction of the body frame 21.
As shown in Figs. 2 and 3, the right side member 54 is disposed directly on the right of the head pipe 211. The right side member 54 is disposed above the right front wheel 32. The right side member 54 extends in the direction in which the head pipe 211 extends. The right side member 54 extends in the direction in which the central turning axis Z of the steering shaft 60 extends. An upper portion of the right side member 54 is disposed behind a lower portion thereof.
A lower portion of the right side member 54 is connected to the right bracket 327. The right bracket 327 can turn about a right center axis Y relative to the right side member 54. The right center axis Y extends in a direction in which the right side member 54 extends. As shown in Fig. 2, the right center axis Y extends parallel to the central turning axis Z of the steering shaft 60 in the up-down direction of the body frame 21. As shown in Fig. 3, the right center axis Y extends parallel to the central turning axis Z of the steering shaft 60 in the front-rear direction of the body frame 21.
Thus, as has been described above, the upper cross member 51, the lower cross member 52, the left side member 53 and the right side member 54 are supported on the body frame 21 so that the upper cross member 51 and the lower cross member 52 are held in postures which are parallel to each other and so that the left side member 53 and the right side member 54 are held in postures which are parallel to each other.
As shown in Figs. 2 and 3, the steering force transmitting mechanism 6 comprises, in addition to the handlebar 23 and the steering shaft 60 which have been described above, an intermediate transmission plate 61, a left transmission plate 62, a right transmission plate 63, an intermediate joint 64, a left joint 65, a right joint 66 and a tie rod 67.
The intermediate transmission plate 61 is connected to the lower portion of the steering shaft 60. The intermediate transmission plate 61 cannot turn relatively to the steering shaft 60. The intermediate transmission plate 61 can turn about the intermediate turning axis Z of the steering shaft 60 relative to the head pipe 211. A front portion of the intermediate transmission plate 61 is narrower in relation to a width in the left-right direction of the body frame 21 than a rear portion thereof.
The left transmission plate 62 is disposed directly on the left of the intermediate transmission plate 61. The left transmission plate 62 is connected to a lower portion of the left bracket 317. The left transmission plate 62 cannot turn relative to the left bracket 317. The left transmission plate 62 can turn about the left center axis X relative to the left side member 53. A front portion of the left transmission plate 62 is narrower in relation to a width in the left-right direction of the body frame 21 than a rear portion thereof.
The right transmission plate 63 is disposed directly on the right of the intermediate transmission plate 61. The right transmission plate 63 is connected to a lower portion of the right bracket 327. The right transmission plate 63 cannot turn relatively to the right bracket 327. The right transmission plate 63 can turn about the right center axis Y relative to the right side member 54. A front portion of the right transmission plate 63 is narrower in relation to a width in the left-right direction of the body frame 21 than a rear portion thereof.
As shown in Fig. 3, the intermediate joint 64 is connected to the front portion of the intermediate transmission plate 61 via a shaft which extends in the up-down direction of the body frame 21. The intermediate transmission plate 61 and the intermediate joint 64 can turn relatively about the shaft portion. The left joint 65 is disposed directly on the left of the intermediate joint 64. The left joint 65 is connected to the front portion of the left transmission plate 62 via a shaft which extends in the up-down direction of the body frame. The left transmission plate 62 and the left joint 65 can turn relatively about the shaft portion. The right joint 66 is disposed directly on the right of the intermediate joint 64. The right joint 66 is connected to the front portion of the right transmission plate 63 via a shaft which extends in the up-down direction of the body frame. The right transmission plate 63 and the right joint 66 can turn relatively about the shaft portion.
A shaft portion which extends in the front-rear direction of the body frame 21 is provided at a front portion of the intermediate joint 64. A shaft portion which extends in the front-rear direction of the body frame 21 is provided at a front portion of the left joint 65. A shaft portion which extends in the front-rear direction of the body frame 21 is provided at a front portion of the right joint 66. The tie rod 67 extends in the left-right direction of the body frame 21. The tie rod 67 is connected to the intermediate joint 64, the left joint 65 and the right joint 66 via those shaft portions. The tie rod 67 and the intermediate joint 64 can turn relatively about the shaft portion which is provided at the front portion of the intermediate joint 64. The tie rod 67 and the left joint 65 can turn relatively about the shaft portion which is provided at the front portion of the left joint 65. The tie rod 67 and the right joint 66 can turn relatively about the shaft portion which is provided at the front portion of the right joint 66.
Next, referring to Figs. 3 and 4, a steering operation of the vehicle 1 will be described. Fig. 4 is a plan view of the front portion of the vehicle 1 under a condition that the left front wheel 31 and the right front wheel 32 turned to the left, as viewed from the above the body frame 21. In Fig. 4, those shown therein are depicted as being seen through the front cover 221 and the pair of front fenders 223 which are shown by dashed lines.
When the rider operates the handlebar 23, the steering shaft 60 turns about the central turning axis Z relative to the head pipe 211. When the handlebar 23 is turned to the left as shown in Fig. 4, the steering shaft 60 turns in a direction indicated by an arrow T. In association with the turn of the steering shaft 60, the intermediate transmission plate 61 turns in the direction indicated by the arrow T about the central turning axis Z relative to the head pipe 211.
In association with the turning of the intermediate transmission plate 61 in the direction indicated by the arrow T, the intermediate joint 64 of the tie rod 67 turns relative to the intermediate transmission plate 61 in a direction indicated by an arrow S. This moves the tie rod 67 rightwards and rearwards with its posture maintained as it is.
In association with the rightward and rearward movement of the tie rod 67, the left joint 65 and the right joint 66 of the tie rod 67 turn in the direction indicated by the arrow S relative to the left transmission plate 62 and the right transmission plate 63, respectively. This causes the left transmission plate 62 and the right transmission plate 63 to turn in the direction indicated by the arrow T while the tie rod 67 maintains its posture as it is.
When the left transmission plate 62 turns in the direction indicated by the arrow T, the left bracket 317, which cannot turn relative to the left transmission plate 62, turns in the direction indicated by the arrow T about the left center axis X relative to the left side member 53.
When the right transmission plate 63 turns in the direction indicated by the arrow T, the right bracket 327, which cannot turn relative to the right transmission plate 63, turns in the direction indicated by the arrow T about the right center axis Y relative to the right side member 54.
When the left bracket 317 turns in the direction indicated by the arrow T, the left shock absorbing mechanism 33, which is connected to the left bracket 317 via the left inner tube 33b, turns in the direction indicated by the arrow T about the left center axis X relative to the left side member 53. When the left shock absorbing mechanism 33 turns in the direction indicated by the arrow T, the left front wheel 31, which is supported on the left shock absorbing mechanism 33 via the left supporting axle 314, turns in the direction indicated by the arrow T about the left center axis X relative to the left side member 53.
When the right bracket 327 turns in the direction indicated by the arrow T, the right shock absorbing mechanism 34, which is connected to the right bracket 327 via the right inner tube 34b, turns in the direction indicated by the arrow T about the right center axis Y relative to the right side member 54. When the right shock absorbing mechanism 34 turns in the direction indicated by the arrow T, the right front wheel 32, which is supported on the right shock absorbing mechanism 34 via the right supporting axle 324, turns in the direction indicated by the arrow T about the right center axis Y relative to the right side member 54.
When the rider operates the handlebar 23 so as to turn to the right, the elements described above turn in the direction indicated by the arrow S. Since the elements move the other way around in relation to the left-right direction, the detailed description thereof will be omitted here.
Thus, as has been described heretofore, the steering force transmitting mechanism 6 transmits the steering force to the left front wheel 31 and the right front wheel 32 in response to the operation of the handlebar 23 by the rider. The left front wheel 31 and the right front wheel 32 turn about the left center axis X and the right center axis Y, respectively, in the direction corresponding to the direction in which the handlebar 23 is operated by the rider.
Next, referring to Figs. 2 and 5, a leaning operation of the vehicle 1 will be described. Fig. 5 is a front view of the front portion of the vehicle 1 as viewed from the front of the body frame 21 when the body frame 21 leans to the left of the vehicle 1. In Fig. 5, those shown therein are depicted as being seen through the front cover 221 and the pair of front fenders 223 which are shown by dashed lines.
As shown in Fig. 2, when the body frame 21 is in the upright state, when the vehicle 1 is viewed from the front of the body frame 21, the link mechanism 5 has a rectangular shape. As shown in Fig. 5, with the body frame 21 leaning, when the vehicle 1 is viewed from the front of the body frame 21, the link mechanism 5 has a parallelogram shape. The deformation of the link mechanism 5 is associated with the leaning of the body frame 21 in the left-right direction of the vehicle 1. The operation of the link mechanism 5 means that the upper cross member 51, the lower cross member 52, the left side member 53 and the right side member 54 which constitute the link mechanism 5 turn relatively about the turning axes which pass through the corresponding support portions C to H, whereby the shape of the link mechanism 5 changes.
For example, as shown in Fig. 5, when the rider causes the vehicle 1 to lean to the left, the head pipe 211 leans to the left from the vertical direction. When the head pipe 211 leans, the upper cross member 51 turn about the intermediate upper axis which passes through the support portion C counterclockwise as viewed from the front of the vehicle 1 relative to the head pipe 211. Similarly, the lower cross member 52 turn about the intermediate lower axis which passes through the support portion F counterclockwise as viewed from the front of the vehicle 1 relative to the head pipe 211. This causes the upper cross member 51 to move to the left relative to the lower cross member 52.
As the upper cross member 51 moves to the left, the upper cross member 51 turns about the left upper axis which passes through the support portion D and the right upper axis which passes through the support portion E counterclockwise as viewed from the front of the vehicle 1 relative to the left side member 53 and the right side member 54, respectively. Similarly, the lower cross member 52 turns about the left lower axis which passes through the support portion G and the right lower axis which passes through the support portion H counterclockwise as viewed from the front of the vehicle 1 relative to the left side member 53 and the right side member 54, respectively. This causes the left side member 53 and the right side member 54 to lean to the left from the vertical direction while holding their postures parallel to the head pipe 211.
As this occurs, the lower cross member 52 moves to the left relative to the tie rod 67. As the lower cross member 52 moves to the left, the shaft portions which are provided at the respective front portions of the intermediate joint 64, the left joint 65 and the right joint 66 turn relative to the tie rod 67. This allows the tie rod 67 to hold a parallel posture to the upper cross member 51 and the lower cross member 52.
As the left side member 53 leans to the left, the left bracket 317 which is connected to the left side member 53 leans to the left. As the left bracket 317 leans to the left, the left shock absorbing mechanism 33 which is connected to the left bracket 317 leans to the left. As the left shock absorbing mechanism 33 leans to the left, the left front wheel 31 supported on the left shock absorbing mechanism 33 leans to the left while holding its posture parallel to the head pipe 211.
As the right side member 54 leans to the left, the right bracket 327 which is connected to the right side member 54 leans to the left. As the right bracket 327 leans to the left, the right shock absorbing mechanism 34 which is connected to the right bracket 327 leans to the left. As the right shock absorbing mechanism 34 leans to the left, the right front wheel 32 supported on the right shock absorbing mechanism 34 leans to the left while holding its posture parallel to the head pipe 211.
The leaning operations of the left front wheel 31 and the right front wheel 32 are described based on the vertical direction. However, when the vehicle 1 leans (when the link mechanism 5 is activated to operate), the up-down direction of the body frame 21 does not coincide with the vertical direction. In the event that the leaning operations are described based on the up-down direction of the body frame 21, when the link mechanism 5 is activated to operate, the relative positions of the left front wheel 31 and the right front wheel 32 to the body frame 21 change. In other words, the link mechanism 5 changes the relative positions of the left front wheel 31 and the right front wheel 32 to the body frame 21 in the up-down direction of the body frame 21 to thereby cause the body frame 21 to lean relative to the vertical direction.
When the rider causes the vehicle 1 to lean to the right, the elements lean to the right. Since the elements move the other way around in relation to the left-right direction, the detailed description thereof will be omitted here.
Fig. 6 is a front view of the front portion of the vehicle with the vehicle 1 caused to lean and steered. Fig. 6 shows a state that the vehicle 1 is steered or turned to the left while leaning to the left. As a result of this steering operation, the left front wheel 31 and the right front wheel 32 are turned to the left, and as a result of the leaning operation, the left front wheel 31 and the right front wheel 32 lean to the left together with the body frame 21. Namely, in this state, the link mechanism 5 exhibits the parallelogram shape, and the tie rod 67 moves toward the left rear from its position which takes when the body frame 21 is in the upright state.
Next, the pair of front fenders 223 that the vehicle 1 includes will be described in detail. As shown in Figs. 2 to 4, the vehicle 1 includes the left front fender 227 and the right front fender 228 that are arranged side by side in the left-right direction of the body frame 21. The left front fender 227 and the right front fender 228 are formed from a synthetic resin or the like.
The left front fender 227 is provided so as to turn together with the left front wheel 31. The left front fender 227 covers at least an upper face 31a of the left front wheel 31. Here, the "upper face 31a of the left front wheel 31" means an outer circumferential face of the left front wheel 31 that lies above the left supporting axle 314 in the up-down direction of the body frame 21.
The right front fender 228 is provided so as to turn together with the right front wheel 32. The right front fender 228 covers at least part of an upper face 32a of the right front wheel 32. Here, the "upper face 32a of the right front wheel 32" means an outer circumferential face of the right front wheel 32 that lies above the right supporting axle 324 in the up-down direction of the body frame 21.
Figs. 7 and 8 shows schematically positional relationships of the left front fender 227 and the right front fender 228 relative to the front cover 221. Fig. 7 is a front view of the front portion of the vehicle 1 as seen from the front in the front-rear direction of the body frame 21. Fig. 7 shows a state as seen through the front cover 221 indicated by dashed lines. Fig. 8 is a plan view of the front portion of the vehicle 1 as seen from the above relative to the up-down direction of the body frame 21. Fig. 8 shows a state in which a part of the left front fender 227 and a part of the right front fender 228 that are positioned directly below the front cover 221 that is indicated by dashed lines are seen as through the front cover 221. Figs. 7 and 8 show a state that the body frame 21 is in the upright state and the left front wheel 31 and the right front wheel 32 are not turned by the steering device 7. When referred to herein, the "state in which the left front wheel 31 and the right front wheel 32 are not turned" means a state in which the orientation of a straight line CL that passes through a front end and a rear end of the left front wheel 31 and the orientation of a straight line CR that passes through a front end and a rear end of the right front wheel 32 shown in Fig. 8 coincide with the front-rear direction of the body frame 21. In other words, the "state in which the left front wheel 31 and the right front wheel 32 are not turned" is the states of the left front wheel 31 and the right front wheel 32 when the vehicle travels straight ahead. However, this state does not define whether the vehicle is moving or is at a halt. This state includes not only a case where the vehicle is moving but also a case where the vehicle is at a halt. The following description that refers to Figs. 7 and 8 will be made based on this state.
Next, referring to Figs. 9 to 12, a specific shape of the left front fender 227 and the right front mud guard 228 will be described.
Fig. 9 shows a view of appearances of the left front wheel 31 and the left front fender 227 as seen from the front in the front-rear direction of the body frame 21 in the state shown in Figs. 7 and 8. Namely, Fig. 9 shows a state that the not-shown body frame 21 is in the upright state and the left front wheel 31 is not turned by the steering device 7. The following description that refers to Fig. 9 will be made based on this state. The right front wheel 32 and the right front fender 228 are symmetrical with the left front wheel 31 and the left front fender 227 relative to the left-right direction. Thus, corresponding reference numbers of the right front wheel 32 and the right front fender 228 are added in parentheses to those of the left front wheel 31 and the left front fender 227 and the description thereof will be omitted.
Fig. 10 shows a view of appearances of the left front wheel 31 and the left front fender 227 as seen from the left in the left-right direction of the body frame 21 in the state shown in Figs. 7 and 8. Namely, Fig. 10 shows a state that the not-shown body frame 21 is in the upright state and the left front wheel 31 is not turned by the steering device 7. The following description that refers to Fig. 10 will be made based on this state. The right front wheel 32 and the right front fender 228 are symmetrical with the left front wheel 31 and the left front fender 227 relative to the left-right direction. Thus, corresponding reference numbers of the right front wheel 32 and the right front fender 228 are added in parentheses to those of the left front wheel 31 and the left front fender 227 and the description thereof will be omitted.
Fig. 11 is a front view of the left front wheel 31 and the left front fender 227 as seen from the front in the front-rear direction of the body frame 21, and only the left front fender 227 is shown in section as taken along a line XI-XI in Fig. 10. The right front wheel 32 and the right front fender 228 are symmetrical with the left front wheel 31 and the left front fender 227 relative to the left-right direction. Thus, corresponding reference numbers of the right front wheel 32 and the right front fender 228 are added in parentheses to those of the left front wheel 31 and the left front fender 227 and the description thereof will be omitted.
Fig. 12 is a section view of the left front fender 227 taken along a ling XII-XII in Fig. 9. The right front fender 228 is laterally symmetrical with the left front fender 227. Thus, corresponding reference numbers of the right front wheel 32 and the right front fender 228 are added in parentheses to those of the left front wheel 31 and the left front fender 227 and the description thereof will be omitted.
The left front fender 227 includes a left mounting portion 713. The left mounting portion 713 is fixed to the left bracket 317. This allows the left front fender 227 to turn together with the left bracket 317 and the left front wheel 31 as they are turned by the steering device 7. Additionally, the relative positions of the left front fender 227 and the left front wheel 31 change as the left shock absorbing mechanism 33 extends or contracts.
The left front fender 227 has a left upper wall portion 711. As shown in Fig. 11, the left upper wall portion 711 defines a left upper inner face 711a. The left upper inner face 711a faces a part of the upper face 31a of the left front wheel 31.
The left front fender 227 has a left side wall portion 712. As shown in Fig. 11, the left side wall portion 712 defines a left side inner face 712a. The left side inner face 712a extends downward from the left upper inner face 711a in the up-down direction of the body frame 21. The left side inner face 712a faces a left side face 31b of the left front wheel 31. As shown in Fig. 10, the left front wheel 31 includes a wheel portion 311 and a tire portion 313 that is mounted on an outer circumference of the wheel portion 311. The "left side face 31b of the left front wheel 31" means a face of the left front wheel 31 that is oriented to the left of the body frame 21 in the left-right direction thereof irrespective of the left side face 31b being on the wheel portion 311 or the tire portion 312.
The left front fender 227 has a left guide portion 717. As shown in Fig. 11, the left guide portion 717 defines a left guide face 717a. The left guide face 717a extends from the left side inner face 712a to the right of the body frame 21 in the left-right direction thereof towards the left side face 31b of the left front wheel 31.
The right front fender 228 includes a right mounting portion 813. The right mounting portion 813 is fixed to the right bracket 327. This allows the right front fender 228 to turn together with the right bracket 327 and the right front wheel 32 as they are turned by the steering device 7. Additionally, the relative positions of the right front fender 228 and the right front wheel 32 change as the right shock absorbing mechanism 34 extends or contracts.
The right front fender 228 has a right upper wall portion 811. As shown in Fig. 11, the right upper wall portion 811 defines a right upper inner face 811a. The right upper inner face 811a faces a part of the upper face 32a of the right front wheel 31.
The right front fender 228 has a right side wall portion 812. As shown in Fig. 11, the right upper wall portion 812 defines a right side inner face 812a. The right side inner face 812a extends downward from the right upper inner face 811a in the up-down direction of the body frame 21. The right side inner face 812a faces a right side face 32b of the right front wheel 32. As shown in Fig. 10, the right front wheel 32 includes a wheel portion 321 and a tire portion 322 that is mounted on an outer circumference of the wheel portion 321. The "right side face 32b of the right front wheel 32" means a face of the right front wheel 32 that is oriented to the right of the body frame 21 in the left-right direction thereof irrespective of the right side face 32b being on the wheel portion 321 or the tire portion 322.
The right front fender 228 has a right guide portion 817. As shown in Fig. 11, the right guide portion 817 defines a right guide face 817a. The right guide face 817a extends from the right side inner face 812a to the left of the body frame 21 in the left-right direction thereof towards the right side face 32b of the right front wheel 32.
The inventors studied in detail the mechanism of occurrence of the phenomenon in which the leg portions of the rider sitting on the seat of the vehicle are splashed with water scattered by the two front wheels. As a result, the following phenomenon was confirmed.
Water scattered by the left front wheel while the vehicle is running adheres to an inner face of the left front fender. The water that adheres so falls from a lower edge of the inner face of the left front fender to the left of the left front wheel in the form of water drops. The drops of water that have fallen are accelerated rearward by the air that flows rearward along the left of the left front wheel at high speeds to splash the leg portion or the like of the rider sitting on the seat provided behind the left front wheel.
Water scattered by the right front wheel while the vehicle is running adheres to an inner face of the right front fender. The water that adheres so falls from a lower edge of the inner face of the right front fender to the right of the right front wheel in the form of water drops. The drops of water that have fallen are accelerated rearward by the air that flows rearward along the right of the right front wheel at high speeds to splash the leg portion or the like of the rider sitting on the seat provided behind the right front wheel.
Namely, the phenomenon described above is attributed to the generation of the airflows that pass the left of the left front wheel and the right of the right front wheel and flow in the front-rear direction of the body frame at high speeds, in the vehicle comprising the leanable body frame and the two front wheels arranged side by side in the left-right direction of the body frame. In other words, the phenomenon described above is the specific phenomenon to a vehicle that includes a leanable body frame and two front wheels arranged side by side in the left-right direction of the body frame.
Then, the inventors studied a configuration that can restrict the amount of water that flows rearward of such a vehicle while reducing the size thereof. Specifically, speeds were analyzed at which air flows on the periphery of a vehicle while it is running. Fig. 13 shows the results of the analysis. (a) in Fig. 13 shows speeds of air which flows on the periphery of the vehicle 1 in a position that is almost as high as the waist of the rider in the up-down direction of the body frame 21. (b) in Fig. 13 shows speeds of air which flows on the periphery of a lower portion (that is below front ends of the two front wheels 3 and the rear wheel 4) of the vehicle 1. Portions which are darker in color indicate that the speed of an air flow is slower. In the figure, reference numeral 25a denotes an engine that is included in the power unit 25. In the figure, reference numeral 229 denotes a foot rest portion where the rider rests his or her feet.
The inventors found out from the results of the study that spaces where speeds at which air flows are slow are formed in positions near the left side face 31b of the left front wheel 31 and the right side face 32b of the right front wheel 32. Then, the inventors reached a construction that controls water that drops from the inner faces of the front fenders by devising the shapes of the left and right front fenders 223 based on the knowledge obtained by the analysis described above.
Specifically, in the vehicle 1 that includes the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21, the left front fender 227 and the right front fender 228 are provided so as to be arranged side by side in the left-right direction of the body frame 21. The left front fender 227 has: the left upper wall portion 711 that defines the left upper inner face 711a that faces the part of the upper face 31a of the left front wheel 31; the left side wall portion 712 that extends downward from the left upper inner face 711a in the up-down direction of the body frame 21 to define the left side inner face 712a that faces the part of the left side face 31b of the left front wheel 31; and the left guide portion 717 that defines the left guide face 717a that extends from the left side inner face 712a to the right of the body frame 21 in the left-right direction thereof towards the left side face 31b of the left front wheel 31. The right front fender 228 has: the right upper wall portion 811 that defines the right upper inner face 811a that faces the part of the upper face 32a of the right front wheel 32; the right side wall portion 812 that extends downward from the right upper inner face 811a in the up-down direction of the body frame 21 to define the right side inner face 812a that faces the part of the right side face 32b of the right front wheel 32; and the right guide portion 817 that defines the right guide face 817a that extends from the right side inner face 812a to the left of the body frame 21 in the left-right direction thereof towards the right side face 32b of the right front wheel 32.
By adopting the configuration described above, when the vehicle 1 is running, airflows directed rearward are generated on the left of the left side wall portion 712 of the left front fender 227 and on the right of the right side wall portion 812 of the right front fender 228. On the other hand, spaces where air flows at slow speeds are defined between the left side wall portion 712 of the left front fender 227 and the left side face 31b of the left front wheel 31 as well as between the right side wall portion 812 of the right front fender 228 and the right side face 32b of the right front wheel 32.
The left upper inner face 711a of the left upper wall portion 711 of the left front fender 227 faces the part of the upper face 31a of the left front wheel 31 and receives water scattered upward by the left front wheel 31. The left side inner face 712a of the left side wall portion 712 extends downward from the left upper inner face 711a to face the part of the left side face 31b of the left front wheel 31 not only to transfer downward the water received by the left upper inner face 711a but also to receive water scattered leftward by the left front wheel 31. The left guide face 717a of the left guide portion 717 extends from the left side inner face 712a rightward towards the left side face 31b of the left front wheel 31 so that the water coming along the left side inner face 712a is guided to a position that lies closer to the left side face 31b of the left front wheel 31 than the left side wall portion 712 of the left front fender 227, that is, to a position where air flows at slower speeds. In the spaces where air flows at slow speeds, since the water that drops from the left guide portion 717 tends to fall towards the road face, it is possible to restrict water scattered by the left front wheel 31 from being scattered rearward.
The right upper inner face 811a of the right upper wall portion 811 of the right front fender 228 faces the part of the upper face 32a of the right front wheel 32 and receives water scattered upward by the right front wheel 32. The right side inner face 812a of the right side wall portion 812 extends downward from the right upper inner face 811a to face the part of the right side face 32b of the right front wheel 32 not only to transfer downward the water received by the right upper inner face 811a but also to receive water scattered rightward by the right front wheel 32. The right guide face 817a of the right guide portion 817 extends from the right side inner face 812a leftward towards the right side face 32b of the right front wheel 32 so that the water coming along the right side inner face 812a is guided to a position that lies closer to the right side face 32b of the right front wheel 32 than the right side wall portion 812 of the right front fender 228, that is, to a position where air flows at slower speeds. In the spaces where air flows at slow speeds, since the water that drops from the right guide portion 817 tends to fall towards the road face, it is possible to restrict water scattered by the right front wheel 32 from being scattered rearward.
In addition, the left guide portion 717 of the left front fender 227 has the left guide face 717a that extends from the left side inner face 712a rightward in the left-right direction of the body frame 21 towards the left side face 31b of the left front wheel 31. The right guide portion 817 of the right front fender 228 has the right guide face 817a that extends from the right side inner face 812a leftward in the left-right direction of the body frame 21 towards the right side face 32b of the right front wheel 32. Since the left guide portion 717 and the right guide portion 817 are provided by making use of the spaces defined between the left front fender 227 and the left front wheel 31 as well as between the right front fender 228 and the right front wheel 32, respectively, the vehicle 1 can be made smaller in size.
Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
In the above embodiment, a part of the left guide portion 717 is provided at a lower portion of the left side wall portion 712. When referred to herein, the "lower portion of the left side wall portion 712" means an area that lies closer to a lower end than to an upper end of the left side wall portion 712. In addition, a part of the right guide portion 817 is provided at a lower portion of the right side wall portion 812. When referred to herein, the "lower portion of the right side wall portion 812" means an area that lies closer to a lower end than to an upper end of the right side wall portion 812.
According to the configuration described above, it is possible to allow water to drop from the left guide portion 717 and the right guide portion 817 at lower positions. This makes it difficult for water that has dropped to splash the leg portions of the rider even though the water is scattered rearward. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
As shown in Fig. 12, in the above embodiment, the left guide portion 717 is formed as the wall that extends continuously. The left guide portion 717 extends forward and rearward in the front-rear direction of the body frame 21 than the left supporting axle 314 (an example of a wheel axle) of the left front wheel 31. The right guide portion 817 is formed as the wall that extends continuously. The right guide portion 817 extends forward and rearward in the front-rear direction of the body frame 21 than the right supporting axle 324 (an example of a wheel axle) of the right front wheel 32.
According to the configuration described above, the left guide portion 717 can allow the water that flows along the left side wall portion 712 to drop to the position lying near the left side face 31b of the left front wheel 31 over a wider range. In addition, the right guide portion 817 can allow the water that flows along the right side wall portion 812 to drop to the position lying near the right side face 32b of the right front wheel over a wider range. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
As shown in Fig. 12, a part of the rear portion 711b of the left upper wall portion 711 and a part of the rear portion 712b of the left side wall portion 712 are disposed below the left guide portion 717 in the up-down direction of the body frame 21. When referred to herein, the "rear portion 711b of the left upper wall portion 711" means an area that lies closer to a rear end than to a front end of the left upper wall portion 711. When referred to herein, the "rear portion 712b of the left side wall portion 712" means an area that lies closer to a rear end than to a front end of the left side wall portion 712.
As shown in Fig. 12, a part of the rear portion 811b of the right upper wall portion 811 and a part of the rear portion 812b of the right side wall portion 812 are disposed below the right guide portion 817 in the up-down direction of the body frame 21. When referred to herein, the "rear portion 811b of the right upper wall portion 811" means an area that lies closer to a rear end than to a front end of the right upper wall portion 811. When referred to herein, the "rear portion 812b of the right side wall portion 812" means an area that lies closer to a rear end than to a front end of the right side wall portion 812.
According to the configuration described above, the water that drops from the left guide portion 717 to be scattered rearward can be received by the rear portion 711b of the left upper wall portion 711 and the rear portion 712b of the left side wall portion 712. In addition, the water that drops from the right guide portion 817 to be scattered rearward can be received by the rear portion 811b of the right upper wall portion 811 and the rear portion 812b of the right side wall portion 812. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
A line C1 in Fig. 11 indicates a center of the left front wheel 31 in the left-right direction of the body frame 21. As is obvious from Fig. 9, in the event that the line C1 is regarded as a symmetrical axis, the left front fender 227 has an asymmetrical shape as seen from the front in the front-rear direction of the body frame 21 in such a state that the body frame 21 is in the upright state and the steering device 7 does not perform a turning operation.
A line C2 in Fig. 11 indicates a center of the right front wheel 32 in the left-right direction of the body frame 21. As is obvious from Fig. 9, in the event that the line C2 is regarded as a symmetrical axis, the right front fender 228 has an asymmetrical shape as seen from the front in the front-rear direction of the body frame 21 in such a state that the body frame 21 is in the upright state and the steering device 7 does not perform a turning operation.
Water that is scattered by the left front wheel 31 is restricted from being scattered rearward by the left side wall portion 712 and the left guide portion 717 that are provided on the left of the left side face 31b of the left front wheel 31. Since the necessity of providing a similar construction on the right of the right side face 31c of the left front wheel 31 is low, the degree of freedom in designing the shape of the left front fender 227 at that location to be smaller in size can be enhanced. Similarly, water that is scattered by the right front wheel 32 is restricted from being scattered rearward by the right side wall portion 812 and the right guide portion 817 that are provided on the right of the right side face 32b of the right front wheel 32. Since the necessity of providing a similar construction on the left of the left side face 32c of the right front wheel 32 is low, the degree of freedom in designing the shape of the right front fender 228 at that location to be smaller in size can be enhanced, Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 smaller in size.
As shown at (a) in Fig. 10, as seen from the left in the left-right direction of the body frame 21, the left side wall portion 712 covers a portion D1 that overlaps an imaginary line 715 that is perpendicular to a ground face G1 that passes through the left supporting axle 314 of the left front wheel 31 without any uncovered portion. In other words, neither opening nor gap is formed in the portion D1. As shown at (b) in Fig. 10 which is an enlarged view of an area A1 at (a) in Fig. 10, a lower end portion D1a of the portion D1 in the left side wall portion 712 is disposed in a position that overlaps the wheel portion 311 of the left front wheel 31 as seen from the left in the left-right direction of the body frame 21.
As shown at (a) in Fig. 10, as seen from the right in the left-right direction of the body frame 21, the right side wall portion 812 covers a portion D2 that overlaps an imaginary line 815 that is perpendicular to the ground face G1 that passes through the right supporting axle 324 of the right front wheel 32 without any uncovered portion. In other words, neither opening nor gap is formed in the portion D2. As shown at (b) in Fig. 10 which is an enlarged view of an area A2 at (a) in Fig. 10, a lower end portion D1a of the portion D1 in the right side wall portion 812 is disposed in a position that overlaps the wheel portion 321 of the right front wheel 32 as seen from the right in the left-right direction of the body frame 21.
According to the configuration described above, there is caused no such situation that water that has been scattered by the left front wheel 31 and received by the left upper inner face 711a and the left side inner face 712a flows outward of the left side wall portion 712 through an opening or gap to be scattered rearward. Similarly, there is caused no such situation that water that has been scattered by the right front wheel 32 and received by the right upper inner face 811a and the right side inner face 812a flows outward of the right side wall portion 812 through an opening or gap to be scattered rearward. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
As shown in Fig. 9 and at (a) in Fig. 10, the left front fender 227 has ridge lines 227a, 227b on an outer face thereof. The ridge lines 227a, 227b extends from a front end portion of the left front fender 227 rearward in the front-rear direction of the body frame 21 along an outer face of the left side wall portion 712.
As shown in Fig. 9 and at (a) in Fig. 10, the right front fender 228 has ridge lines 228a, 228b on an outer face thereof. The ridge lines 228a, 228b extends from a front end portion of the right front fender 228 rearward in the front-rear direction of the body frame 21 along an outer face of the right side wall portion 812.
Part of water that has been scattered by the left front wheel 31 may be gone around from the front end portion of the left front fender 227 to the outer face of the left side wall portion 712. However, according to the configuration described above, such water is rectified by the ridge lines 227a, 227b and is then guided to a rear portion 711b of the left upper wall portion 711 and a rear portion 712b of the left side wall portion 712. This restricts water that has not been caught by the left upper inner face 711a and the left side inner face 712a from being scattered rearward. Similarly, part of water that has been scattered by the right front wheel 32 may be gone around from the front end portion of the right front fender 228 to the outer face of the right side wall portion 812. However, according to the configuration described above, the water is rectified by the ridge lines 228a, 228b and is then guided to a rear portion 811b of the right upper wall portion 811 and a rear portion 812b of the right side wall portion 812. This restricts water that has not been caught by the right upper inner face 811a and the right side inner face 812a from being scattered rearward. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 small in size.
The embodiment described heretofore is intended to facilitate the understanding of the invention and are not intended to limit the invention. It is obvious that the invention can be modified or improved without departing from the scope thereof and that their equivalents can be also comprised in the invention.
In the embodiment, the left upper wall portion 711 of the left front fender 227 defines the left upper inner face 711a that faces the part of the upper face 31a of the left front wheel 31. However, the left upper wall portion 711 may be shaped so that the left upper inner face 711a faces the whole of the upper face 31a of the left front wheel 31.
In the embodiment described above, the right upper wall portion 811 of the right front fender 228 defines the right upper inner face 811a that faces the part of the upper face 32a of the right front wheel 32. However, the right upper wall portion 811 may be shaped so that the right upper inner face 811a faces the whole of the upper face 32a of the right front wheel 32.
In the above embodiment, a part of the left guide portion 717 of the left front fender 227 is provided at the lower portion of the left side wall portion 712. However, at least a part of the left guide portion 717 may be formed at an upper portion of the left side wall portion 712, as long as the left guide face 717a can be formed which extends from the left side inner face 712a towards the left side face 31b of the left front wheel 31.
In the above embodiment, a part of the right guide portion 817 of the right front fender 228 is provided at the lower portion of the right side wall portion 812. However, at least a part of the right guide portion 817 may be formed at an upper portion of the right side wall portion 812, as long as the right guide face 817a can be formed which extends from the right side inner face 812a towards the right side face 32b of the right front wheel 32.
In the embodiment described above, the left guide portion 717 has a portion that extends in the front-rear direction of the body frame 21. However, the left guide portion 717 may be formed so as to have a portion that extends in the up-down direction of the body frame 21 as long as the left guide face 717a can be formed which extends from the left side inner face 712a towards the left side face 31b of the left front wheel 31.
In the embodiment described above, the right guide portion 817 has a portion that extends in the front-rear direction of the body frame 21. However, the right guide portion 817 may be formed so as to have a portion that extends in the up-down direction of the body frame 21 as long as the right guide face 817a can be formed which extends from the right side inner face 812a towards the right side face 32b of the right front wheel 32.
In the above embodiment, the left guide portion 717 extends forward and rearward in the front-rear direction of the body frame 21 than the left supporting axle 314 of the left front wheel 31. However, the left guide portion 717 may be formed so as to extend either forward or rearward in the front-rear direction of the body frame 21 than the left supporting axle 314 of the left front wheel 31.
In the above embodiment, the right guide portion 817 extends forward and rearward in the front-rear direction of the body frame 21 than the right supporting axle 324 of the right front wheel 32. However, the right guide portion 817 may be formed so as to extend either forward or rearward in the front-rear direction of the body frame 21 than the right supporting axle 324 of the right front wheel 32.
In the embodiment described above, each of the left guide portion 717 and the right guide portion 817 is formed as a wall that extends continuously in the front-rear direction of the body frame 21. When referred to herein, the "wall that extends continuously" means that a configuration is included in which a plurality of walls are arranged at such intervals that do not permit the passage of water therethrough. However, each of the left guide portion 717 and the right guide portion 817 may be made up of a plurality of portions that are arranged at such intervals that permit the passage of water therethrough. In the event that each of the left guide portion 717 and the right guide portion 817 is configured to have a portion that extends in the up-down direction of the body frame, each of the left guide portion 717 and the right guide portion 817 may be made up of a plurality of portions that are arranged at such intervals that permit the passage of water therethrough.
In the embodiment described above, the left wall portion 712 of the left front fender 227 faces a part of the left side face 31b of the left front wheel 31 with neither opening nor gap being formed therein. However, as long as the left guide portion 717 is provided in the position that can prevent the water caught by the left upper inner face 711a and the left side inner face 712a from flowing outward of the left side wall portion 712, a configuration may be adopted in which an opening or a gap is formed in the left wall portion 712.
In the embodiment described above, the right wall portion 812 of the right front fender 228 faces a part of the right side face 32b of the right front wheel 32 with neither opening nor gap being formed therein. However, as long as the right guide portion 817 is provided in the position that can prevent the water caught by the right upper inner face 811a and the right side inner face 812a from flowing outward of the right side wall portion 812, a configuration may be adopted in which an opening or a gap is formed in the right wall portion 812.
In the embodiment described above, the left front fender 227 is fixed to the left bracket 317, and the relative positions of the left front fender 227 and the left front wheel 31 change as the left shock absorbing mechanism 33 extends or contracts. However, the left front fender 227 may be fixed to the left outer tube 33a of the left shock absorbing mechanism 33. As this occurs, the left front fender 227 is displaced together with the left front wheel 31 as the left shock absorbing mechanism 33 extends or contracts. In other words, the relative positions of the left front fender 227 and the left front wheel 31 do not change.
In the embodiment described above, the right front fender 228 is fixed to the right bracket 327, and the relative positions of the right front fender 228 and the right front wheel 32 change as the right shock absorbing mechanism 34 extends or contracts. However, the right front fender 228 may be fixed to the right outer tube 34a of the right shock absorbing mechanism 34. As this occurs, the right front fender 228 is displaced together with the right front wheel 32 as the right shock absorbing mechanism 34 extends or contracts. In other words, the relative positions of the right front fender 228 and the right front wheel 32 do not change.
In the embodiment described above, the shape of the left front fender 227 and the shape of the right front fender 228 are symmetrical relative to the left-right direction. However, the shape of the left front fender 227 and the shape of the right front fender 228 may be asymmetrical relative to the left-right direction as long as the left upper inner face 711a, the left side face 712a, the left guide face 717a, the right upper inner face 811a, the right side inner face 812a and the right guide face 817a that have the functions described above can be formed.
In the above embodiment, the left shock absorbing mechanism 33 and the right shock absorbing mechanism 34 each comprise the pair of telescopic mechanisms. However, the left shock absorbing mechanism 33 and the right shock absorbing mechanism 34 may each comprise a single telescopic mechanism.
In the above embodiment, the vehicle 1 comprises the single rear wheel 4. However, a plurality of rear wheels may be provided.
In the above embodiment, the center of the rear wheel 4 in relation to the left-right direction of the body frame 21 coincides with the center of the distance defined between the left front wheel 31 and the right front wheel 32 in relation to the left-right direction of the body frame 21. Although the configuration described above is preferable, the center of the rear wheel 4 in relation to the left-right direction of the body frame 21 may not coincide with the center of the distance defined between the left front wheel 31 and the right front wheel 32 in relation to the left-right direction of the body frame 21.
In the above embodiment, the link mechanism 5 comprises the upper cross member 51 and the lower cross member 52. However, the link mechanism 5 may comprise a cross member other than the upper cross member 51 and the lower cross member 52. The "upper cross member" and the "lower cross member" are merely so called based on their relative positions in relation to the up-down direction. The upper cross member does not necessarily mean an uppermost cross member in the link mechanism 5. The upper cross member means a cross member which lies above another cross member which lies therebelow. The lower cross member does not necessarily mean a lowermost cross member in the cross mechanism 5. The lower cross member means a cross member which lies below another cross member which lies thereabove. At least one of the upper cross member 51 and the lower cross member 52 may be made up of two parts such as a right cross member and a left cross member. In this way, the upper cross member 51 and the lower cross member 52 may be made up of a plurality of cross members as long as they maintain the link function.
In the above embodiment, the link mechanism 5 constitutes the parallel four joint link system. To compare the parallel four joint system with a so-called double wishbone link mechanism, with the parallel four joint link system, a group of components making up the link mechanism 5 is easy to be gathered into the front cover 221, whereby a space defined between the left front wheel 31 and the right front wheel 32 in the left-right direction of the body frame 21 can easily be narrowed. Consequently, it is possible to restrict the generation of the phenomenon of the leg portions of the rider sitting on the seat 24 being splashed with water scattered by the two front wheels 3 while making the vehicle 1 comprising the leanable body frame 21 and the two front wheels 3 that are arranged side by side in the left-right direction of the body frame 21 smaller in size. However, the link mechanism 5 may adopt the double wishbone configuration.
The terms and expressions that are used in this description are used to describe the embodiment of the invention and hence should not be construed as limiting the scope of the invention. It should be understood that any equivalents to the characteristic matters that are shown and described in this description should not be excluded and that various modifications when made
within the scope of claims to be made later are permitted.
When used in this description, the word "parallel" means that two straight lines which do not intersect each other as members while they are inclined at an angle falling within the range of ± 40 degrees are comprised therein. When used in this description in relation to a direction and/or a member, the word "along" means that a case where the direction or the member is inclined at an angle falling within the range of ± 40 degrees is comprised therein. When used in this description, the expression reading "something extends in a certain direction" means that a case where something extends while being inclined at an angle falling within the range of ± 40 degrees relative to the certain direction is comprised therein.
The invention can be embodied in many different forms. This description should be regarded as providing the embodiment according to the principle of the invention. The preferred embodiment which is at least described or illustrated in this description is so described or illustrated based on the understanding that the embodiment is not intended to limit the invention. The limitative matters of claims should be construed based on terms used in the claims and hence should not be limited by the embodiment described in this specification or the prosecution of this patent application. The embodiment should be construed as being non-exclusive. For example, in this description, the terms "preferable" and "may" should be construed as being non-exclusive, and those terms mean, respectively, that it is "preferable but not limited thereto" and that it "may be acceptable but not limited thereto."
This application is based on Japanese Patent Applications No. 2013-138484 filed on July 1, 2013 and No. 2013-138485 filed on July 1, 2013 , and configurations which will be itemized below also constitute part of the description of this patent application.

(1): A straddle-type vehicle comprising:
- a body frame;
- a steering device turnably supported by the body frame;
- a first front wheel disposed on the left of a center in a widthwise direction of the vehicle, and movable in accordance with a turning motion of the steering device;
- a second front wheel disposed on the right of the center in the widthwise direction of the vehicle, and movable in accordance with a turning motion of the steering device;
- a first front fender disposed above the first front wheel and turnable with the first front wheel which is turned by the turning motion of the steering device; and
- a second front fender disposed above the second front wheel and turnable with the second front wheel which is turned by the turning motion of end portion of the first upper portion, and including a continuous face overlapping a part of the first front wheel as seen from the left of the vehicle; and
- the right front fender has:
  - a second upper portion; and
  - a second side portion extending toward where is below a right end portion of the second upper portion, and including a continuous face overlapping a part of the second front wheel as seen from the right of the vehicle.
(2): The straddle-type vehicle as set forth in (1) wherein:
- the first side portion is so formed as to overhang toward where is directly on the left of the first front wheel; and
- the second side portion is so formed as to overhang toward where is directly on the right of the second front wheel.
(3): The straddle-type vehicle as set forth in (1) or (2) wherein:
- the first side portion is so formed as to cover, without any gap, an area overlapping with an imaginary line intersecting with a first wheel axis of the first front wheel as seen from the left of the vehicle, and extending vertically relative to ground; and
- the second side portion is so formed as to cover, without any gap, an area overlapping with an imaginary line intersecting with a second wheel axis of the second front wheel as seen from the right of the vehicle, and extending vertically relative to the ground.
(4): The straddle-type vehicle as set forth in any one of (1) to (3) wherein:
- the first side portion is so formed as to overlap with an upper end portion of the first front wheel as seen from the left of the vehicle; and
- the second side portion is so formed as to overlap with an upper end portion of the second front wheel as seen from the right of the vehicle.
(5): The straddle-type vehicle as set forth in any one of (1) to (4) wherein:
- a highest portion of an inner wall face of the first front fender is disposed on the left of a center of the first front wheel in the widthwise direction of the vehicle, as seen from the front of the vehicle to which no load is applied; and
- a highest portion of an inner wall face of the second front fender is disposed on the right of a center of the second front wheel in the widthwise direction of the vehicle, as seen from the front of the vehicle to which no load is applied.
(6): The straddle-type vehicle as set forth in any one of (1) to (5) wherein:
- a first rib is provided in a lower portion of the first side portion so as to project toward the first front wheel; and
- a second rib is provided in a lower portion of the second side portion so as to project toward the second front wheel.
(7): The straddle-type vehicle as set forth in any one of (1) to (6) wherein:
- each of the first front fender and the second front fender has a portion formed by a continuous face which is located where is outer than an outer contour line of a body cover covering a front portion of the vehicle as seen from at least one of the front and the above of the vehicle.

Claims

A vehicle (1) comprising:
a body frame (21) configured to be caused to lean to the left of the vehicle (1) when the vehicle (1) turns leftward and to lean to the right of the vehicle (1) when the vehicle (1) turns rightward;

a seat (24) supported by the body frame (21);

a left front wheel (31) and a right front wheel (32) disposed ahead of the seat (24) in a front-rear direction of the body frame (21) so as to be arranged side by side in a left-right direction of the body frame (21);

a steering device (7) configured to turn the left front wheel (31) and the right front wheel (32);

a left front fender (227) provided so as to be turnable with the left front wheel (31) and covering at least a part of an upper face (31a) of the left front wheel (31); and

a right front fender (228) provided so as to be turnable with the right front wheel (32) and covering at least a part of an upper face (32a) of the right front wheel (32), wherein:
the left front fender (227) and the right front fender (228) are arranged side by side in the left-right direction of the body frame (21);

the left front fender (227) has a left upper wall portion (711) forming a left upper inner face (711a) facing at least a part of the upper face (31a) of the left front wheel (31);

the right front fender (228) has a right upper wall portion (812) forming a right upper inner face (812a) facing at least a part of the upper face (32a) of the right front wheel (32); and

each of the left front fender (227) and the right front fender (228) has an asymmetrical shape as seen from the front in the front-rear direction of the body frame (21) under a condition that the body frame (21) is in an upright state and that the left front wheel (31) and the right front wheel (32) are not turned by the steering device (7),

characterized in that

the left front fender (227) also has:
a left side wall portion (712) extending from the left upper inner face (711a) downward in an up-down direction of the body frame (21) and forming a left side inner face (712a) facing a part of a left side face (31b) of the left front wheel (31); and

a left guide portion (717) forming a left guide face (717a) extending from the left side inner face (712a) rightward in the left-right direction toward the left side face (31b) of the left front wheel (31); and

the right front fender (228) also has:
a right side wall portion (812) extending from the right upper inner face (811a) downward in the up-down direction of the body frame (21) and forming a right side inner face (812a) facing a part of a right side face (32b) of the right front wheel (32); and

a right guide portion (817) forming a right guide face (817a) extending from the right side inner face (812a) leftward in the left-right direction toward the right side face (32b) of the right front wheel (32).
The vehicle (1) as set forth in claim 1 wherein:
at least a part of the left guide portion (717) is provided in a lower portion of the left side wall portion (712); and

at least a part of the right guide portion (817) is provided in a lower portion of the right side wall portion (812).
The vehicle (1) as set forth in claim 1 or 2 wherein: each of the left guide portion (717) and the right guide portion (817) has a portion extending in the front-rear direction.
The vehicle (1) as set forth in claim 3 wherein:
the left guide portion (717) is extending at least one of forward and rearward in the front-rear direction than a wheel axle (314) of the left front wheel (31); and

the right guide portion (817) is extending at least one of forward and rearward in the front-rear direction than a wheel axle (324) of the right front wheel (32).
The vehicle (1) as set forth in claim 3 or 4 wherein: each of the left guide portion (717) and the right guide portion (817) is a wall extending continuously.
The vehicle (1) as set forth in any one of claims 1 to 4 wherein:
at least a part of a rear portion (711b) of the left upper wall portion (711) and at least a part of a rear portion (712b) of the left side wall portion (712) are disposed below the left guide portion (717) in the up-down direction of the body frame (21); and

at least a part of a rear portion (811b) of the right upper wall portion (811) and at least a part of a rear portion (812b) of the right side wall portion (812) are disposed below the right guide portion (817) in the up-down direction of the body frame (21).
The vehicle (1) as set forth in any one of claims 1 to 6 comprising: a link mechanism (5) disposed above the left front wheel (31) and the right front wheel (32) in the up-down direction, and configured to lean the body frame (21) to the left or right of the vehicle (1) by changing positions of the left front wheel (31) and the right front wheel (32) relative to the body frame (21), wherein:
the link mechanism (5) comprises:
an upper cross member (51); a lower cross member (52) disposed below the upper cross member (51) in the up-down direction of the body frame (21);

a left side member (53) disposed above the left front wheel (31) in the up-down direction of the body frame (21); and

a right side member (54) disposed above the right front wheel (32) in the up-down direction of the body frame (21); and

the upper cross member (51), the lower cross member (52), the left side member (53) and the right side member (54) are so connected that the upper cross member (51) and the lower cross member (52) are held in postures which are parallel to each other, and that the left side member (53) and the right side member (54) are held in postures which are parallel to each other.